Buffer mechanism for passenger cars



v. E. SISSON BUFFER MECHANISM FOR PASSENGER CARS 5 Sheets-Sheet 1 2 nvenor Filed April 15, 1933' Dec. 4, 1934;

v E. SISSON BUFFER MECHANISM FOR PASSENGER CARS SSheets-Sheef 2 I Filed April 15, 1933 yen/tor Dec'. 4, 1934. v. E. SISSON 1,933,043

BUFFER MECHANISM FOR PASSENGER CARS Filed April 15, 1953 5 Sheets-Sheet 3 Fig.1?

Dec. 4, 1934. v 5 955cm Y 1,983,048

BUFFER MECHANISM FOR PASSENGER CARS Filed April 15, 1953 5 Sheets-Sheet 4 iv 6x Lvenzor Dec. 4, 1934. v. E. SISSON BUFFER MECHANISM-FOR PASSENGER CARS Filed April is, 1953 5 Sheets-Sheet 5 zzveni/or Patented Dec. 4, 1934 H 7 1,983,048 ,B FF R MEc AmsM FOR PASSENGER cans Vinton E. Sisson, Winnetka,-I ll., assignor to Union Metal Products Company, Chicago, 111., a cor poration of Delaware 1 Application A r l 15, 1933, Serial No. 666,267

14 Claims (01. 105-14) "invention :relat es to railway passengei train cars, and more particularly to a mechanism positioned between the end wall, of the car and the upper part of the diaphragm faceplate, and an object of the invention is toprovide a mechanism which yieldingly, retains the upper part of the face plate at a predetermined distance from the end wall of the car and in the longitudinal center of the car when thecaris not coupled to another car, but allows the face plate to move toward the end wall of the car when the car is coupled .to another car and {also to accommodate the movements .of the car whenrunning.

My device also yieldingly allows the faceplate to assume an oblique positionwhen the car is rounding a curve and/or to move laterally of the car under service conditions. Furthermore, the device allows the face plate to move vertically relative tojthe endwallbf the car to allow for the wearing of the lower faceplatesupports and/or allows oneend of the spring to move vertically relative to the'other end ofthe spring because frequently the lower support at one side of the face plate ,wearsmore than thesupport atthe other side of the face plate. Furthermore,the face plates and the buffing mechanism are not always accurately installed on the car. Myinvention accommodates all of the above mentioned movements of the faceplate without binding any of the associated parts and at the same time returns the face plate to a predetermined rel ativewposition'to the en wall of thecar when free to do so. t

Another objectof jthepinventionis to provide such a buffer mechanism wherein a leaf spring is pivotally attachedto the face platexand also pivotally attached to theend wall ofthe car so that the face plate may move vertically without binding any of the associated parts of the buffer mechanism and wherein preferably also the ends of the spring are pivotally and slidably connected to the wall of. the car to allow for the springmovenients ofthe leaf'spring.

Another object of the invention isto provide such a pivotal connection without the use of a pin or bo1t, which experience shows wears considerably and must be renewed. i v

In my preferred construction the pivotal means comprises two arcuate or semi-cylindrical bearin Surfacesengaging each other, which surfaces, when desired, canbe allowed to slide upon each other longitudinally of the spring to form asliding, pivotal connection.

lnthedrawingsz i e i Fignl isa plan view of the upper buifermechanism and associated parts in normal position,

Fig. 2 is an elevation of Fig. 1. 1 Fig.3 is aside view of Fig. 2.

Fig.4 is similar toFig. lwith the upper buffer mechanism compressed. i a a Fig. 5 is similar to Fig. 1 showing the diaphragm face plate in anoblique position; N Fig. 6 is a perspective of the end of a railway car showing the usual relation between the end wall diaphragm, diaphragm face plate andupper buffer mechanism. e

Figs. '7, 8, 9 and show the relation between the spring, diaphragm face plate and associated parts of the construction shown in Figs. 1 to 5 inclusive.

Figs. 11, 12, 13, 14and show the relation of the spring, end wall of the car and associated parts of the construction shown in Figs. 1 to 5 inclusive. l

Figs. 16, 17, 18, 19, 2o and,2l show the device provided with a separate wearing shoe.

Figs. 22,23 and 2 4 show a modification having a bent bolt as a retainer.

Figs. 25, 26, ZZ'and 28 show a modification having a U bolt as a retainer.

Figs. 29, 30, 31,32, 33 and;34 show the spring itself formed to provide a semi-cylindrical bearmg. In the drawings the usual parts of the car are shown, such as end wall 2, diaphragm ,3 anddiaphragm face plate 4. I r i i The preferred form is shown in Figs. 7 to 15 inclusive wherein the brackets or members 8 are mounted upon the end wall of the carsubstantially equi-distant on each side of the center line of the car and each bracket or member 8 is provided with a preferably concave semi-cylindrical surface 10 with astop 12 adjacent the inner end thereof. The leaf spring 14 (shown as a semielliptical leaf spring) is provided with preferably convex semi-cylindrical bearings 16 adjacenteach end thereof, which slidably and pivotally engage the respective semi-cylindrical surfaces 18 on the spaced apart brackets or members. show a separate bearing member 18 which may be welded, riveted or otherwise fastened to the spring. The end of the spring is shown in Fig.15.

The bearing member 18 (or portions of the spring) adjacentthe opposite ends of the spring engage the stops 13 on respective brackets or members 8 to limit (or stop) the movements of the ends of "the spring toward the center of the car and thus limit the movement of the face plate 4 away from the car. Thestops 12 and thespring 14 are preferably associated andarranged so that it is necessary to slightly compress or spread the spring to assemble it with the brackets, therefore, when the stantially horizontal flange on the upper (20) and lower (22) side, respectively, of the arcuate surface 16 and the spindle or partZi is positioned These figures between and secured to these flanges, preferably by thebolt 26 which passes through the spindle and apertures in the flanges. This part or spindle is wider adjacent its middle (28) than atit's ends and the wider middle is adjacent the horizontal center of the spring so that it retains the bearing 7 16 on the end of the spring 1a eits'e prox mity to the cylindrical surface on the member or bracket 8 when the pressure is released onthe spring; that is, when the caris not coupled to another car. This part 24 is formed so as not to interfere with the rotation of the spring in either direction about its lefigitudiiial aiil s, as shown in Fig. 3.

This part or spindle 24 is preferably symmetrical so that it cannot be improperly applied and so it is immaterial if it rotates about its own axis. The bolt 26 holds the several component par-tsin operative relation so that to disassemble the device it is simply necessary to remove this bolt. A hole 30 is provided in the stop 1'2 for the escape of foreign I'nat-ter. Fig. 14 is a perspective view of the bracKetB. I

The middle portion of the leaf spring 14 is attached to the diaphragm face plate 4 'by the bracket or member 36 which is provided with a semi-cylindrieal'siirface 38 and a semi-cylindrical bearingis provided adjacent a middle of the spring which pivotally engages the cylindrical surface of the bracket. The-bracket 36 is provided with a wall or'stop "40 adjacent each-end of the'cylindrical stirfacewhich limits (or stops) "the longitudinal movement -of the spring. The spindle or part 42 is positioned between horizontal flanges 44-46 on the bracket 6r member 36 and secured thereto'by tlie bolt 48-and have the'same relation and perform these-me functions "as the spindle 24. A hole 50 is provided in each wall "40 for the escape of foreign in'atter. Fig. 101s a perspective of the bracket -36.

Figs 16 to 21 inclusive shotv'fanothe'r modification wherein "a separate shoe 74 'is provided at each end of 1:11esp'riiiawmeh shoe has='a"s'eiiiicylindrical bearing 75 eiigag'ing'the semi-emulate cal surface 760f the br'aeket 77. Tli'e'sho'e is provided witlia spindle 78 and-a Wall Wand-Ia lateral flange "80 ontheepring is "he'oke'cl thereb'etvve n and the as'sbci'ate'd parts are held 3 man operative relation "by 'the bolt 81 and :spindle 82. The flanges or thes'h'oe are tapered at 84 to anew the spring to rotate about its-longitudinal "axis, as shown inFig; 21. Figs. 17 and-20amperspective views" of the "shoe 74 and bracket '77 respectively.

Figs. 22, 23 and ershow' a modified construction wherein afbent-bolt"56'p'assesthrough apertures in the i flanges"58'-'60 of n the bracket 62 with the elbow '64 thereof pesitibn'edadjacent the -h0'i'izontal center ofthe'spring 616 to'retain the bea'ring 68 in "close proximity tothe cylindrical-surinFig. 28. The curved bolt 97 is preferably conce'ntric with the arcuate surface of the bracket and bearing on the spring. The bracket has a flange 98 provided with a slot 99 for the bolt head and a lower flange 100 provided with an aperture 101 through which the bolt projects and is retained in position by the nut 102. Preferably a carriage bolt with a partially squared shank is used to keep the bolt out of contact with the spring. The bolt may bep'rovided with the shoulde'r 103 to prevent the bolt from being pulled against the spring. Fig. 27 is a section on line 2'727 of Fig. 26.

Figsa29, 30 31 show the end of the spring formed into an integral semi-cylindrical bearing 88, a-nd Figs. '32, 33 and 34 show-a construction wherein the end of the spring is rebent over itself and the rebent portion 90 and the end of the spi in'g '91 formed into a semi cylindrical bearing. 'Fig. 30 is a section on line 30- -30 of Figa29 and Fig. 33 is a section'on line 3333 of Fig. 34.

The arcuate-surfaces associated with the end wa lhor'fa'ce plate may be 'e'ith'er' convex or cancave and *the cooperating bearings on the middle or ends of the spring may be correspondingly concave "or convex and still come within the scope of the invention.

In 'the preferred construction, -as illustrated, 'the media pertion of the spring is attached to the race platea'n'd the ends of the spring slide upon the end wall. However, this may be reversed 'that is, the medial portion of the spring may b'e attached to' tl'ie end vt'all and the ends of the s'prihg slide iipon the'face plate,-and still come within the scope of the invention.

The accompanyin drawings illustrated the preferred fo'rin of the invention, though it is to beunde'rstood that theinventioni's not limited to the-exact details -of construction-shown and desensed, as it i's 'obvious that-various modifications thereof, within the s'cope of 'the'claims, will oc- 'cur to persons 4 skilled 4 in the art.

1. In a ra'ilvv'a'y car having-a wall element and a diaphragm face plate'ele'ment, a buffer mechanism -positi'oned between said elements comprisingf aleaf spring, means to pivotally attach the -rnedi-al 'portio'n of the I spring to one a of said =e1ements, and"=meam i to pivotally attach the end 'po'i'tien's --of"-the-sp'ririg to the'othe'r of said elements, the axes of said meansbeing substantial- '-ly-parallel 'to'the fac'e of the wall, whereby the elements "may move vertically-relative to each other.

2. In a railway car-having a wall element and a diaphragm face plate element, abuifermechanism positioned between saidelements comprising a leaf --spring with-means=to-pivotally attach nism positioned between-said elementscomprising a member attachedto one-of said-elements provided with a semi-cylindrical surface, a leaf spring provided with a semi-cylindrical bearing pivotally engaging said surface, and a part attached to said member with only the middle thereof adjacent the horizontal center of said spring providing means to retain the bearing in close proximity to the said surface when there is no pressure on the spring.

4. In a railway car having a wall element and a diaphragm face plate element, a buffer mechanism positioned between said elements comprising a member attached to one of said elements provided with a semi-cylindrical surface, a leaf spring provided with a semi-cylindrical bearing pivotally engaging said surface, said member having a horizontal flange on each side of said surface, a bent bolt passing through apertures in said flanges with the elbow thereof adjacent the horizontal center of said spring providing means to retain the bearing in close proximity to the said surface when there is no pressure on the spring, and means to prevent the bolt from rotating about its longitudinal axis.

5. In a railway car having a wall element and a diaphragm face plate element, a buffer mechanism positioned between said elements comprising a member attached to one of said elements provided with a semi-cylindrical surface with a wall at each end thereof, and a leaf spring provided with a semi-cylindrical bearing pivotally engaging said surface between said wallsso as to limit the longitudinal movement of the spring. 6. In a railway car having a wall element and a diaphragm face plate element, a buffer mechanism positioned between said elements comprising a member attached to one of said elements provided with a semi-cylindrical surface, and a leaf spring provided with a semi-spherical bearing pivotally engaging, said surface the axis of said semi-cylindrical surface being substantially parallel to said end wall.

7. In a railway car having a wall element and a diaphragm face plate element, a buffer mechanism positioned between said elements comprising spaced apart members on one of said elements, each member having a semi-cylindrical surface, a part on the other of said elements provided with a semi-cylindrical surface, and a leaf spring provided with a semicylindrical bearing adjacent each end thereof pivotally and slidably engaging the said surfaces on the members, said spring also provided with a semi-cylindrical bearing adjacent its medial portion pivotally engaging the said surface on said part.

8. In a railway car having a wall element and a diaphragm face plate element, a buffer mech anism positioned between said elements comprising spaced apart members on one of said elements, each member having a semi-cylindrical surface, a part on the other of said elements provided with a semi-cylindrical surface, a leaf spring provided with a semi-cylindrical bearing, adjacent each end thereof pivotally and slidably eneach member having a semi-cylindrical surface with a stop adjacent the inner end thereof, a part on the other of said elements provided with a semi-cylindrical surface with a wall adjacent each end thereof, and a leaf spring provided with a semi-cylindrical bearing adjacent each end thereof pivotally and slidably engaging the said surfaces on the members, said spring also pro vided with a semi-cylindrical bearing adjacent its medial portion pivotally engaging the said surface on said part between said walls so as to limit the longitudinal movement of the spring, said stops on the members associated and arranged with the spring to limit the sliding movements of the ends of the spring toward the center of the car whereby the movement of the face plate away from the car is limited.

10. In a railway car having a wall element and a diaphragm face plate element, a bufier mechanism positioned between said elements comprising a bracket provided with a projection having a semi-cylindrical exterior surface, said projection having an abutment at one end thereof, and a leaf spring with one end formed into an integral semi-cylindrical bearing rotatably and slidably engaging said surface, the outer end of said spring formed with a laterally extending lip engageable with said abutment to limit the sliding movement of the spring upon the said projection.

11. In a railway car having a wall and a diaphragm face plate, a buffer mechanism between said wall and face plate comprising a leaf spring, means to pivotally attach the medial portion of said spring to the face plate, and means to pivotally and slidably attach the end portions of the spring to the wall, the axes of said means being substantially parallel to the face of the wall, whereby the elements may move vertically and horizontally relative to each other.

12. In a railway car having a wall and a face plate, a buffer mechanism positioned between said wall and face plate comprising spaced apart members on said wall, each member having a semi-cylindrical surface, a part on said face plate provided with a semi-cylindrical surface and a leaf spring provided with a semi-cylindrical bearing adjacent each end thereof pivotally and slidably engaging the surfaces, respectively, on said members, said spring also provided with a semicylindrical bearing adjacent its medial portion pivotally engaging the said surfaces on said part.

13. In a railway car having a wall element and a diaphragm face plate element, a buffer mechanism positioned between said elements comprising a leaf spring, means to pivotally attach the medial portion of the spring to one of said elements, and means to pivotally attach the end portions of the spring to the other of said elements, the axes of said means being substantially parallel whereby the elements may move vertically relative to each other.

14. In a railway car having a wall and a diaphragm face plate, a buffer mechanism between said wall and face plate comprising a leafspring, means to pivotally attach the medial portion of said spring to the face plate, and means to pivotally and slidably attach the end portions of the spring to the wall, the axes of said means being substantially parallel whereby the elements may move vertically and horizontally relative to each other.

VINTON E. SISSON. 

